JP2005122272A - Travel route prediction controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately predict a travel route of a vehicle as compared to before by taking an actual driving operation situation of a driver into account to estimate the travel route of the vehicle. <P>SOLUTION: A first prediction travel route R1 is calculated as extension of a present travel state of the vehicle (S20), a prediction steering angle θaj in each prescribed time ΔT until a reference time T1 lapses is calculated on the basis of a shape of a road estimated by a pickup image of a CCD camera (S30, 50), a second prediction travel route R2 is calculated on the basis of the prediction steering angle θaj or the like (S60), a prediction travel route R is set as the second prediction travel route R2 (S80) when a difference between a steering angle θ and the prediction steering angle θaj is small (S70), a portion until a second reference time T2 lapses, of the first prediction travel route R1, is set as the prediction travel route R (S90, 100) when the difference is large (S70), and decision whether or not there is risk of collision with an obstacle by presence of the obstacle on the prediction travel route R, and control are performed (S110). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to prediction of a travel route of a vehicle such as an automobile, and more particularly to a travel route prediction control apparatus.

  As one of travel route prediction control devices for vehicles such as automobiles, for example, as described in Patent Document 1 below, the travel route of a vehicle is estimated based on the current steering angle and vehicle speed, and after a predetermined time, the vehicle 2. Description of the Related Art A travel route prediction control device configured to assume that the vehicle travels in parallel with a lane is conventionally known.

The following Patent Document 2 describes an electric power steering device that controls a steering force based on a lateral movement distance of a vehicle after a predetermined time has elapsed.
JP-A-10-69598 JP 11-99955 A

  However, in the conventional vehicle travel route prediction control device as described above, the vehicle travel route is estimated on the assumption that the current steering angle and vehicle speed are maintained, and after a predetermined time, the travel route lane information is displayed. Since the subsequent travel route is estimated based on this, for example, when the actual driver's steering status changes or the vehicle changes lanes, the vehicle travel route cannot be accurately estimated. There is a problem that it is impossible to accurately detect an obstacle existing in the vehicle and accurately determine the possibility of collision with the obstacle.

  The present invention relates to a conventional vehicle travel route prediction control apparatus configured to estimate a travel route of a vehicle based on a current steering angle and a vehicle speed, and to assume that the vehicle travels parallel to a lane after a predetermined time. The present invention has been made in view of the above-described problems, and a main object of the present invention is to estimate the travel route of the vehicle in consideration of the actual driving operation situation of the driver, thereby Is to accurately predict the travel route.

  According to the present invention, the main problem described above is the configuration of claim 1, that is, the means for predicting the first travel route until the reference time based on the current vehicle travel state, the first travel route, Means for estimating an expected turning index value until after the reference time based on road information, and predicted traveling route estimation means for estimating a second traveling route as a predicted traveling route based on the predicted turning index value. This is achieved by the vehicle travel route prediction control apparatus.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1, the predicted travel route estimation means calculates the predicted turning index value and the actual turning index value. When the difference between the two is a reference value or less, the second travel route is set as the predicted travel route, and when the difference exceeds the reference value, the reference time is shorter than the reference time. The first travel route is configured to be a predicted travel route over a short provisional prediction time (configuration of claim 2).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 1 or 2, the turning index value is configured to be a steering angle or a yaw rate of a vehicle ( Configuration of claim 3).

  According to the present invention, there is an obstacle in the predicted travel route estimated by the predicted travel route estimation means in the configuration of claims 1 to 3 to effectively achieve the above main problem. Means for determining whether or not to perform an operation, and when it is determined that there is an obstacle on the predicted travel route, a control for dealing with a collision with the obstacle is performed (configuration of claim 4).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration according to claims 1 to 4, the means for predicting the first travel route includes a current vehicle state quantity and an operation amount. It is comprised so that a 1st driving | running route may be estimated based on a user's operation amount (structure of Claim 5).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claims 1 to 5, the means for estimating the predicted turning index value is based on a travel path photographed by a camera. The road information is obtained by performing an image analysis process (structure of claim 6).

  According to the present invention, in order to effectively achieve the main problems described above, the means for estimating the expected turning index value obtains the road information from a navigation device in the configuration of the above-described claims. (Structure of claim 7).

  According to the configuration of the first aspect, the first travel route until the reference time is predicted based on the current vehicle travel state, and the expected turning index value until the reference time is based on the first travel route and the road information. And the second traveling route is estimated as the predicted traveling route based on the predicted turning index value, so the predicted turning index value is a value that predicts the driver's turning operation status, and therefore the driver's turning operation status. And the vehicle travel route can be accurately predicted.

  Further, according to the configuration of the second aspect, the expected turning index value and the actual turning index value are sequentially compared, and when the difference between the two is equal to or less than the reference value, in other words, the actual turning index of the driver. When the operation is close to the predicted turning operation, the second traveling route is set as the predicted traveling route, and when the difference exceeds the reference value, in other words, the actual turning operation of the driver is If the predicted turning operation is different from the predicted turning operation, the first driving route is set as the predicted driving route over a provisional prediction time shorter than the reference time, so whether the actual turning operation is close to the predicted turning operation. Regardless of whether or not, the travel route of the vehicle can be accurately predicted.

  According to the configuration of the third aspect, since the turning index value is the steering angle or the yaw rate of the vehicle, the predicted turning operation and the actual turning operation are accurately grasped, and thereby the second travel route is predicted. It can be accurately estimated as a travel route.

  According to the configuration of claim 4, it is determined whether there is an obstacle on the estimated predicted travel route. When it is determined that an obstacle exists on the predicted travel route, the collision with the obstacle is detected. Since the control to cope with is performed, it is possible to determine whether or not there is an obstacle on the accurately estimated predicted driving route, and thereby the obstacle existing on the route through which the vehicle does not pass exists in the driving route. While preventing the obstacle from being determined, it is possible to reliably determine the obstacle present on the travel route through which the vehicle passes, and thus it is possible to accurately control the collision with the obstacle.

  According to the fifth aspect of the present invention, since the first travel route is predicted based on the current vehicle state quantity and the operation amount of the driver, the first travel route is predicted as an extension of the current travel route. Thus, the predicted turning index value estimated based on the first travel route and the road information can be reliably estimated.

  Further, according to the configuration of the sixth aspect, since road information is obtained by performing image analysis processing on the road taken by the camera, road information including the shape of the road can be obtained reliably. Thus, the expected turning index value can be reliably estimated.

  Further, according to the configuration of the above claim 7, since road information is obtained from the navigation device, for example, road information including the shape of the traveling road can be reliably obtained based on the current location, the traveling direction of the vehicle, and the road map. As a result, the expected turning index value can be reliably estimated.

[Preferred embodiment of problem solving means]
According to one preferred aspect of the present invention, in the configuration according to any one of claims 1 to 7, the means for estimating the predicted turning index value is based on the first traveling route and the road shape information. The index value is configured to be estimated (preferred aspect 1).

  According to another preferred aspect of the present invention, in the configuration of claim 1, the means for estimating the predicted turning index value learns the turning characteristic of the vehicle or the driving characteristic of the driver, and the turning characteristic of the vehicle. Alternatively, the predicted turning index value is estimated in consideration of the driving characteristics of the driver (preferred aspect 2).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 1, the road shape information is configured to include information on the degree of curvature of the road (preferred aspect 3).

  According to another preferred aspect of the present invention, in the configuration of the first to seventh aspects, the predicted travel route estimation means predicts the second travel route based on the current vehicle travel state and the predicted turning index value. It is comprised so that it may estimate as a driving route (preferred aspect 4).

  According to another preferred aspect of the present invention, in the configuration of claims 1 to 7, the means for estimating the predicted turning index value is after a reference time from the current location based on the first travel route and road shape information. A plurality of predicted turning index values are estimated for each of a plurality of areas between a point where the vehicle is supposed to reach (preferred aspect 5).

  According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 5 described above, the plurality of regions are configured to be variably set according to the vehicle speed so as to increase as the vehicle speed increases (preferred embodiment). 6).

  According to another preferred aspect of the present invention, in the configuration according to any one of claims 2 to 7, the prediction information is updated every time the reference time or the provisional prediction time elapses (preferred aspect 7). ).

  According to another preferred aspect of the present invention, in the configuration of claim 4, when it is determined that there is an obstacle on the predicted travel route, the possibility of collision with the obstacle is determined, and When it is determined that there is a fear, control is performed to reduce the possibility of a collision (preferred aspect 8).

  According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 6, the control for reducing the possibility of a collision is configured to be deceleration control by automatic braking (preferred embodiment 9).

  According to another preferred aspect of the present invention, in the configuration of claim 4, when it is determined that there is an obstacle on the predicted travel route, it is determined whether or not there is a high possibility of a collision with the obstacle. When it is determined that it is determined that there is a high possibility of a collision, a collision influence reducing device that reduces the influence of the collision is configured to operate (preferable aspect 10).

  According to another preferred aspect of the present invention, in the configuration of claim 5, the means for predicting the first travel route includes the vehicle speed as the current vehicle state quantity, the vehicle yaw rate, and the driver's operation. The first travel route is predicted based on the steering angle as a quantity (preferred aspect 11).

  According to another preferred aspect of the present invention, in the structure of claim 6 above, the camera is configured to be a CCD camera (preferred aspect 12).

  According to another preferred aspect of the present invention, in the configuration of claim 7, the means for estimating the predicted turning index value is configured to obtain information on the current location, the traveling direction of the vehicle, and the road map from the navigation device. (Preferred embodiment 13).

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram showing a first embodiment of a vehicle travel route prediction control apparatus according to the present invention having an obstacle detection function.

  In FIG. 1, 10FL and 10FR respectively indicate the left and right front wheels of the vehicle 12, and 10RL and 10RR respectively indicate the left and right rear wheels that are drive wheels. The left and right front wheels 10FL and 10FR, which are both driven wheels and steering wheels, are not shown in FIG. 1, but are driven by a rack and pinion type power steering device that is driven in response to steering of the steering wheel by the driver. Steered through tie rods.

  The braking force of each wheel is controlled by controlling the braking pressure of the wheel cylinders 24FR, 24FL, 24RR, 24RL by the hydraulic circuit 22 of the braking device 20. Although not shown in the drawing, the hydraulic circuit 22 includes a reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is normally driven according to the depression operation of the brake pedal 26 by the driver. It is controlled by the master cylinder 28 and, if necessary, is controlled by the electronic control unit 30 as will be described in detail later.

  The vehicle 12 includes a radar sensor 32 that detects a preceding vehicle as an obstacle using radio waves such as millimeter waves and laser light, and detects a distance Lre to the preceding vehicle and a relative speed Vre of the own vehicle with respect to the preceding vehicle. A CCD camera 34 that images the front of the vehicle is provided. The vehicle 12 is provided with a vehicle speed sensor 36 for detecting the vehicle speed V, a steering angle sensor 38 for detecting the steering angle θ, a yaw rate sensor 40 for detecting the yaw rate γ of the vehicle, and a pressure sensor 42 for detecting the master cylinder pressure Pm. Yes. Further, although not shown in FIG. 1, the wheel cylinders 24FR to 24RL are provided with pressure sensors 44FR to 44RL for detecting the pressure Pbi (i = fl, fr, rl, rr) as the braking pressure of each wheel. ing.

  As shown in the figure, a signal indicating the relative distance Lre to the preceding vehicle and the relative speed Vre to the preceding vehicle detected by the radar sensor 32, a signal indicating an image in front of the vehicle imaged by the CCD camera 34, and a vehicle speed sensor 36 are detected. A signal indicating the vehicle speed V, a signal indicating the steering angle θ detected by the steering angle sensor 38, a signal indicating the yaw rate γ of the vehicle detected by the yaw rate sensor 40, and braking of each wheel detected by the pressure sensors 44FR to 44RL. A signal indicating the pressure Pbi is input to the electronic control unit 30.

  Although not shown in detail in FIG. 1, the electronic control device 30 has a general configuration in which, for example, a CPU, a ROM, a RAM, and an input / output port device are connected to each other via a bidirectional common bus. Includes a microcomputer. Further, the steering angle sensor 38 and the yaw rate sensor 40 detect the steering angle θ and the yaw rate γ, respectively, when the vehicle is steered in the left turn direction.

  Although not shown in FIG. 1, the vehicle 12 includes an airbag device that protects an occupant by deploying an airbag and a seat belt device that includes a pretensioner to increase or decrease the tension as a collision effect reduction unit of the collision effect reduction device. In addition, there are provided a variable damping force suspension device having a vehicle height adjusting function, a warning device for issuing a visual or audible warning for urging the occupant to retreat. The impact influence reducing means is not limited to these, and may be any means known in the art.

  The electronic control unit 30 calculates the first predicted travel route R1 of the vehicle as an extension of the current travel state of the vehicle according to the flowchart shown in FIG. 2, and based on the image ahead of the vehicle imaged by the CCD camera 34. The road shape is estimated, the predicted steering angle θaj is calculated for each predetermined time ΔT from the current time to the reference time T1 based on the road shape, and the vehicle 12 is calculated based on the predicted steering angle θaj, the vehicle speed V, and the vehicle yaw rate γ. Calculates a second predicted travel route R2 that is predicted to pass when the vehicle travels until after the reference time T1.

  Further, the electronic control unit 30 determines whether or not the driver is steering as expected based on the magnitude of the deviation between the steering angle θ and the corresponding predicted steering angle θaj, and the driver steers as expected. When it is determined that the second predicted traveling route R2 is selected as the predicted traveling route R until the reference time T1 elapses, the first predicted traveling route R1 is determined when it is determined that the driver is not steering as expected. The portion (predicted travel route R3) until the second reference time T2 elapses is selected as the predicted travel route R until the second reference time T2 elapses.

  Further, the electronic control unit 30 determines whether or not there is an obstacle on the predicted travel route R and there is a possibility of colliding with the obstacle. When it is determined that there is a possibility of collision, the electronic control unit 30 decelerates the vehicle by automatic braking. When it is determined that the possibility of a collision is high, a collision influence reducing device such as an airbag device is operated to reduce the influence when the vehicle collides with an obstacle as much as possible.

  Next, the travel route prediction control routine in the first embodiment will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 2 is started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals until the ignition switch is opened (this will be described later). The same applies to the other examples).

  First, in step 10, a signal indicating the vehicle speed V is read, and in step 20, the vehicle speed V as the current vehicle state quantity, the yaw rate γ of the vehicle, and the steering angle as the steering operation amount of the driver. Based on θ, as shown in FIG. 4, the first predicted travel route R1 of the vehicle from the present to the first reference time T1 (positive constant) is calculated, and in step 30, the CCD camera 34 By performing image analysis processing known in the art on the captured image in front of the vehicle, a point 102 where the vehicle 12 arrives after a reference time T1 from the current point 100 as shown in FIG. The shape of the road 104 is estimated.

  In step 50, the curvature radius Rrj (j = 1, 2, 3,...) As the degree of curvature of the road for each of a plurality of areas between the point 100 and the point 102 on the road 104 based on the estimated shape of the road 104. n (n is a positive constant integer)) is calculated, and based on the radius of curvature Rrj, the current vehicle speed V and the yaw rate γ, a predetermined time ΔT from the present to the reference time T1 (shown in FIG. 2). Further, the predicted steering angle θaj (j = 1, 2, 3,..., N) for each cycle time Δt is calculated as the predicted turning index value.

  In calculating the predicted steering angle θaj, the turning characteristics of the vehicle (for example, characteristics such as whether the vehicle is easily bent by comparing the vehicle reference yaw rate γt based on the vehicle speed V and the steering angle θ and the actual yaw rate γ of the vehicle) and The driver's driving characteristics (for example, driving closer to the inside of the turn when driving on a curve) are taken into account, and as a result, the deviation between the vehicle model used for calculating the predicted steering angle θaj and the actual vehicle is the turning characteristic and driving of the vehicle. It is corrected by the driving characteristics of the person.

  In step 60, the second prediction predicted to pass when the vehicle 12 travels from the point 100 to the point 102 as shown in FIG. 4 based on the predicted steering angle θaj, the vehicle speed V, and the yaw rate γ of the vehicle. A travel route R2 is calculated.

  In step 70, a signal indicating the steering angle θ is read at each cycle time, and the magnitude of the deviation between the steering angle θ and the corresponding predicted steering angle θaj is less than a reference value θo (positive constant). Is determined whether or not the driver is steering as expected so that the vehicle 12 travels along the road, and a negative determination is made and the driver steers as expected. If it is determined that it is not, the process proceeds to step 90. If an affirmative determination is made, the second prediction calculated in step 60 as the predicted travel route R until the reference time T1 elapses in step 80. A travel route R2 is selected.

  In step 90, a second reference time T2 (a positive constant) as a provisional prediction time shorter than the first reference time T1 in the first predicted travel route R1 calculated in step 20 is obtained. The portion until the elapsed time is calculated as the predicted travel route R3, and in step 100, the predicted travel route R3 is selected as the predicted travel route R until the second reference time T2 elapses.

  In step 110, it is determined whether or not there is an obstacle on the predicted travel route R and whether or not there is a possibility of collision with the obstacle according to the flowchart shown in FIG. The necessary vehicle control is performed according to the determination results.

  In step 130, when the second predicted travel route R2 is selected as the predicted travel route R, it is determined whether or not the reference time T1 has elapsed, and the predicted travel route R3 is selected as the predicted travel route R. When the second reference time T2 has elapsed, it is determined whether or not the information on the predicted travel route needs to be updated. If a negative determination is made, the process returns to step 70. When a positive determination is made, the routine proceeds to step 140.

  In step 140, for example, the turning characteristics of the vehicle and the driving characteristics of the driver are learned on the basis of changes in the vehicle running condition and the steering angle θ until the first reference time T1 or the second reference time T2 elapses. In step 150, the information on the predicted travel routes R1, R2, R3 and the predicted steering angle θaj is cleared from the RAM, and then the process returns to step 10.

  Next, with reference to the flow chart shown in FIG. 3, the collision risk determination control routine in step 110 will be described. Note that the possibility of collision determination control itself does not form the gist of the present invention, so as long as the possibility of collision using the predicted travel route R is determined, any procedure known in the art is possible. May be executed at

  First, in step 112, it is determined based on the signal from the radar sensor 32 whether or not an obstacle such as a preceding vehicle existing in the predicted travel route R has been detected. If a negative determination is made, there is a risk of collision. Since this is not the case, the process proceeds to step 130 as it is, and when an affirmative determination is made, the process proceeds to step 114.

In step 114, the time Tc until the vehicle collides with the obstacle is calculated according to the following equation 1, and the time Tc until the collision is less than or equal to the first reference value Tc1 (positive constant). It is determined whether or not there is a possibility of collision with an object, and when an affirmative determination is made, in step 116, the hydraulic circuit 22 is controlled and the braking pressure Pbi of each wheel is increased to automatically brake. When the negative determination is made, if the automatic braking is being executed, the automatic braking is released in step 118, and then the process proceeds to step 130.
Tc = Lre / Vre (1)

  Note that automatic braking is not executed when the driver performs a braking operation or the accelerator pedal is depressed, and the vehicle is not operated when the driver is not braking and the accelerator pedal is not depressed. When it is determined that there is a possibility of collision with an obstacle, the vehicle target deceleration Gxbt is calculated based on the relative distance Lre and the relative speed Vre, and the vehicle is automatically braked so that the vehicle deceleration Gxb becomes the target deceleration Gxbt. To slow down.

  In step 120, whether or not the time Tc until the collision is equal to or smaller than the second reference value Tc2 (a positive constant smaller than the first reference value Tc1) is high. When a positive determination is made, the collision influence reducing device is operated in step 122 and then the process proceeds to step 130. When a negative determination is made, a resettable collision influence reducing device is operated. If the collision influence reducing device is deactivated in step 124, the process proceeds to step 130.

  Thus, according to the first embodiment shown in the drawing, the first predicted travel route R1 of the vehicle is calculated as an extension of the current travel state of the vehicle in step 20, and the vehicle imaged by the CCD camera 34 in step 30. Based on the front image, the shape of the road 104 is estimated. In step 50, the expected steering angle θaj is calculated for each predetermined time ΔT from the present to the reference time T1 based on the shape of the road 104. Based on the predicted steering angle θaj, the vehicle speed V, and the yaw rate γ of the vehicle, the second predicted travel route R2 that is predicted to pass when the vehicle 12 travels until after the reference time T1 is calculated.

  In step 70, based on the magnitude of the deviation between the steering angle θ and the corresponding predicted steering angle θaj, it is determined whether the driver is steering as expected so that the vehicle 12 travels along the road. If it is determined that the driver is steering as expected, the second predicted travel route R2 is selected as the predicted travel route R until the reference time T1 elapses in step 80, and the driver predicts When it is determined that the vehicle is not steered, the portion of the first predicted travel route R1 until the second reference time T2 elapses (predicted travel route R3) is the second reference in steps 90 and 100. It is selected as the predicted travel route R until the time T2 elapses. In step 110, it is determined whether there is an obstacle on the predicted travel route R and there is a possibility of colliding with the obstacle. Judgment result Vehicle control is performed required in accordance with the.

  For example, FIG. 5 is an explanatory diagram showing the operation of the illustrated embodiment 1 in a situation where the driver steers as expected (first half) and a situation where the driver does not steer as expected (second half).

  As shown in the first half of FIG. 5, when the driver steers as expected and the vehicle 12 travels along the traveling path of the road 104, the steering angle over the entire section until the reference time T1 elapses. The magnitude of the deviation between θ and the corresponding predicted steering angle θaj is small, and the predicted travel route R becomes the second predicted travel route R2.

  On the other hand, as shown in the second half of FIG. 5, when the driver does not steer as expected and the vehicle 12 does not travel along the traveling path of the road 104 as the lane changes, it corresponds to the steering angle θ. The magnitude of the deviation from the predicted steering angle θaj increases, and the predicted travel route R in the section until the second reference time T2 elapses becomes the predicted travel route R3 corresponding to the first predicted travel route R1. .

  Therefore, according to the first embodiment shown in the figure, the travel route R of the vehicle 12 can be accurately predicted in accordance with the situation of the road 104 and the driver's steering operation, whereby an obstacle exists in the travel route R of the vehicle 12. It is possible to accurately determine whether or not it exists and whether or not there is a possibility of colliding with an obstacle, and appropriately deal with the collision.

  For example, in the situation shown in FIG. 4, when the driver steers as expected and the vehicle 12 travels along the travel path of the road 104, the predicted travel path R is the second predicted travel path R2. Therefore, it is possible to appropriately determine the possibility of a collision with the preceding vehicle 106 traveling on the same lane as an obstacle, and the preceding vehicle 108 traveling on the adjacent lane is determined to be an obstacle and there is a risk of a collision. It is possible to effectively prevent improper execution.

  Also, in the situation shown in FIG. 4, when the driver wants to change lanes and the vehicle 12 moves from the right lane to the left lane while traveling, the obstacle for judging the possibility of collision is the same lane. Should be the preceding vehicle 108 in the next lane, not the preceding vehicle 106. In this situation, the driver's steering operation is different from the predicted steering operation, and the predicted travel route R becomes the predicted travel route R3 corresponding to the first predicted travel route R1, so that the preceding vehicle in the same lane It is possible to effectively prevent the possibility of a collision from being performed inappropriately using the obstacle 106 as an obstacle, and to appropriately perform the possibility of a collision using the preceding vehicle 108 in the adjacent lane as an obstacle.

  FIG. 6 is a flowchart showing a travel route prediction control routine in the second embodiment of the travel route prediction control device according to the present invention having an obstacle detection function. In FIG. 6, steps corresponding to the steps shown in FIG. 2 are assigned the same step numbers as in FIG. 2 (this also applies to other embodiments described later). Is the same).

  In the second embodiment, in step 55 corresponding to step 50 of the first embodiment described above, based on the curvature radius Rrj, the current vehicle speed V, and the steering angle θ, from the present to the time after the reference time T1. The predicted yaw rate γaj (j = 1, 2, 3,...) For each predetermined time ΔT is calculated as the predicted turning index value. Note that the turning characteristic of the vehicle and the driving characteristic of the driver are also taken into consideration when calculating the predicted yaw rate γaj.

  In step 75 corresponding to step 70 of the first embodiment, a signal indicating the yaw rate γ is read for each cycle time, and the magnitude of the deviation between the yaw rate γ and the corresponding predicted yaw rate γaj is determined. It is determined whether or not the driver is steering as expected by determining whether or not the reference value is γo (a positive constant) or less. The other steps are executed in the same manner as in the first embodiment.

  Thus, according to the illustrated second embodiment, it is possible to obtain the same effect as in the first embodiment described above, and when the change in the vehicle speed V is relatively large compared to the first embodiment described above. In addition, it is possible to accurately predict the travel route R and accurately and appropriately determine and control the possibility of collision with an obstacle.

  FIG. 7 is a schematic configuration diagram showing a third embodiment of the vehicle travel route prediction control apparatus according to the present invention having an obstacle detection function, and FIG. 8 is a flowchart showing a travel route prediction control routine in the third embodiment. In FIG. 7, the same members as those shown in FIG. 1 are denoted by the same reference numerals as those shown in FIG.

  In the third embodiment, the vehicle 12 does not have the CCD camera 34 but has a navigation device 46. The navigation device 46 performs a navigation function known per se, and outputs navigation information such as the current location, traveling direction, road map, etc. of the vehicle 12 to the electronic control device 30 in response to a request from the electronic control device 30.

  Further, in the third embodiment, as shown in FIG. 8, the current state as shown in FIG. 4 is shown based on the navigation information from the navigation device 46 in step 40 executed after step 20. The shape of the road 104 to the point 102 where the vehicle 12 reaches after the reference time T1 from the point 100 is estimated. The other steps are executed in the same manner as in the first embodiment.

  Thus, according to the third embodiment shown in the figure, it is possible to estimate the shape of the road by effectively using the navigation information from the navigation device 46 in the vehicle equipped with the navigation device 46. And the necessity of the CCD camera 34 and image analysis processing can be eliminated.

  FIG. 9 is a flowchart showing a travel route prediction control routine in Embodiment 4 of the travel route prediction control apparatus according to the present invention having an obstacle detection function.

  In the fourth embodiment, step 40 is executed in the same manner as in the third embodiment, steps 55 and 75 are executed in the same manner as in the second embodiment, and other steps are the same as in the first embodiment. To be executed.

  Thus, according to the illustrated embodiment 4, it is possible to obtain the same operational effects as in the case of the above-described first embodiment, and it is possible to obtain the same operational effects as in the case of the above-described embodiment 3.

  According to the above-described embodiments, the first and second reference times T1 and T2 are constant, and the vehicle travels during the first reference time T1 and the second reference time T2 as the vehicle speed V increases. Although the distance increases, the estimated distances of the first to third predicted travel paths R1 to R3 are automatically increased as the vehicle speed V is higher, so the first to third predicted travel paths R1 to R3 are constant. The estimated travel route can be estimated for a preferable distance range regardless of the vehicle speed V as compared to the case where the estimated distance is estimated.

  Further, according to each of the above-described embodiments, in step 50 or 55, a plurality of regions as a degree of road curvature are obtained for each of a plurality of regions between the current point 100 of the road 104 and the arrival point 102 when the first reference time has elapsed. Is calculated, and based on the curvature radius Rrj, the current vehicle speed V and the yaw rate γ or the steering angle θ, a plurality of predicted steering angles θaj or predicted yaw rates γaj every predetermined time ΔT from the present to the reference time T1. Is calculated as the predicted turning index value, so that the predicted travel route can be estimated with higher accuracy than when only one curvature radius and predicted turning index value are calculated.

  Further, according to each of the above-described embodiments, in step 140, the turning characteristics of the vehicle and the driving characteristics of the driver are learned for each information update section on the basis of changes in the vehicle running state and the steering angle θ or yaw rate γ, Since the turning characteristic of the vehicle and the driving characteristic of the driver are taken into consideration when calculating the predicted steering angle θaj (step 50) or the predicted yaw rate γaj (step 55) as the predicted turning index value, the turning characteristic of the vehicle and the driving of the driver are taken into consideration. The predicted steering angle θaj and the predicted yaw rate γaj are accurately calculated in accordance with the actual situation as compared with the case where characteristics are not taken into account, and this also makes it possible to estimate the predicted travel route with high accuracy.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in each of the above-described embodiments, a plurality of curvature radii Rrj are calculated as the degree of road curvature for each of a plurality of regions, and based on the curvature radii Rrj, the current vehicle speed V and the yaw rate γ or the steering angle θ from the present. A plurality of predicted turning index values θaj or γaj every predetermined time ΔT until the reference time T1 is calculated, and j is constant, but even if it is modified so that one curvature radius and predicted turning index value are calculated. In addition, j may be modified to be variably set according to the vehicle speed V, for example, so as to increase as the vehicle speed V increases.

  In each of the above-described embodiments, the turning characteristics of the vehicle and the driving characteristics of the driver are learned, and the calculation of the predicted steering angle θaj or the predicted yaw rate γaj as the predicted turning index value results in the turning characteristics of the vehicle and the driver's driving characteristics. Although the driving characteristics are taken into consideration, the predicted turning index value may be modified so that it is calculated without considering at least one of the turning characteristics of the vehicle and the driving characteristics of the driver.

  In each of the above-described embodiments, the first and second reference times T1 and T2 are constant. However, these reference times may be modified to be variably set according to the vehicle speed V.

  In each of the above-described embodiments, in step 110, it is determined whether there is an obstacle on the predicted travel route R and whether there is a possibility of collision with the obstacle. Necessary vehicle control is performed in accordance with the determination results, but these processes may be modified to be achieved by a routine different from the routine shown in FIG.

  Further, in each of the above-described embodiments, when a negative determination is made in step 70 or 75, the process proceeds to step 90. In step 70 or 75, the negative determination is continuously performed a predetermined number of times. If so, it may be modified to proceed to step 90.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic block diagram which shows Example 1 of the driving route prediction control apparatus of the vehicle by this invention provided with the obstacle detection function. (Example 1) 3 is a flowchart illustrating a travel route prediction control routine in the first embodiment. (Example 1) FIG. 3 is a flowchart showing a collision risk determination control routine in step 110 of FIG. 2. FIG. (Examples 1-4) It is explanatory drawing which shows the point of the driving | running route prediction in Example 1. FIG. (Example 1) FIG. 5 is an explanatory diagram illustrating the operation of the illustrated embodiment 1 in a situation where the driver steers as expected in the first embodiment (first half) and a situation where the driver does not steer as expected (second half). (Example 1) It is a flowchart which shows the driving | running route prediction control routine in Example 2 of the driving | running route prediction control apparatus by this invention provided with the obstruction detection function. (Example 2) It is a schematic block diagram which shows Example 3 of the driving route prediction control apparatus of the vehicle by this invention provided with the obstruction detection function. Example 3 12 is a flowchart showing a travel route prediction control routine in the third embodiment. Example 3 12 is a flowchart showing a travel route prediction control routine in the fourth embodiment. (Example 4)

Explanation of symbols

DESCRIPTION OF SYMBOLS 20 Braking device 26 Brake pedal 30 Electronic control device 32 Radar sensor 34 CCD camera 36 Vehicle speed sensor 38 Steering angle sensor 40 ... Yaw rate sensor 44FR-44RL Pressure sensor

Claims (7)

  Means for predicting a first travel route until after a reference time based on the current vehicle travel state; means for estimating an expected turning index value until after the reference time based on the first travel route and road information; A travel route prediction control apparatus for a vehicle, comprising: predicted travel route estimation means for estimating a second travel route as a predicted travel route based on the predicted turning index value.   The predicted traveling route estimation means sequentially compares the predicted turning index value and the actual turning index value, and when the difference between the two is less than a reference value, the second traveling route is set as the predicted traveling route, 2. The vehicle according to claim 1, wherein when the magnitude of the difference exceeds the reference value, the first travel route is set as a predicted travel route over a provisional prediction time shorter than the reference time. Travel route prediction control device.   The vehicle travel route prediction control apparatus according to claim 1, wherein the turning index value is a steering angle or a yaw rate of the vehicle.   Means for determining whether or not an obstacle exists in the predicted travel route estimated by the predicted travel route estimation means, and when it is determined that an obstacle exists in the predicted travel route, a collision with the obstacle occurs. 4. The vehicle travel route prediction control apparatus according to claim 1, wherein control for coping is performed.   The vehicle travel route according to any one of claims 1 to 4, wherein the means for predicting the first travel route predicts the first travel route based on a current vehicle state quantity and a driver's operation amount. Predictive control device.   6. The vehicle travel route prediction control apparatus according to claim 1, wherein the means for estimating the predicted turning index value obtains the road information by performing image analysis processing on a travel route photographed by a camera. 6. The vehicle travel route prediction control device according to claim 1, wherein the means for estimating the predicted turning index value obtains the road information from a navigation device.

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